Railroad-tie.



of such form'of tie.

UNITED nrnnr rrrcn.

JAMES EDlVIN YORK, OF BROOKLYN,NEW YORK.

RAlLROADwTIE.

SPEGIFIATION forming part of Letters Patent No. 714,270, dated November 25, 1902.

l Application led August 1()J 1901. Serial No. 71,650. (No model.l

.State of New York, have invented a new and useful Railroad-Tie, of which the following is a specification.

In my application, Serial No. 52,769, iled March 25, 1901, I have described a railroadtie in which the bearing-surface for the tie is made convexed or concaved, and I have described in said application the advantages The railroad-tie devised by me may be rolled fromI a billet or ingot; but I have aimed to utilize in its production worn or scrap steel rails. The various forms may be rolled from any form of rail, and the head, web, or flange may serve as a seat for the rail, and said seat may be made conveXed or concaved to suit the particular conditions of use of the tie.

In my present application I have shown other forms of my invention. These will be understood by reference to the accompanying drawings, in which- Figure 1 isa View of a tie rolled from a girder-rail, showing also two of the ties connected. Fig. 2 is a perspective view of a tie rolled from a girder-rail, in which the web serves as the seat for the rail.' Fig. 3 shows two of the ties in section with means for securing them together and supporting a rail, and Fig. 4 is a View at right angles to Fig. 3.

Instead of rolling the tie from a T-rail I may roll it from a girder-rail, as in Fig. 1. In this form the heads K K are shown as convexed and serving as the rail-bearing surface, while the flanges Ks are shown as concaved. These ties may be secured together by a chan- `nel L or a section of the rerolled rail, having curing the rail to the tie is very efficient, as

it is impossible for the rail under lateral thrust to be displaced. It also prevents any upward movement of the rail away from its seat. By rolling the tie so as to bow or arch the web O2, I secure sufficient elasticity to give all the benefits ofthe form in which the Harige or head is arched.

In Figs. 3 and 4 the iiangeM of the tie is shown as provided with lips fm, struck or sheared up from the flange of the tie, so as to embrace the flange of the rail D. This provides a simple and efficient means for securing the rail against lateral thrust, as the lips m secure a wedging action. These lips m bear against the outer side of the rail, the inner side being secured to the tie by means of a bolt N and a nut N'. The ties may be sccured together when necessary by a channel L, as in the mannerindicated in Fig. l. When the rail is to be released, the nut N is unscrewed, so as to release the inner flange of the rail, thus permitting the outer ange to be withdrawn from under the lips m.

I wish it to be distinctly understood that my improved form of tie may be rolled from any form of rail, and I do not limit myself to any particular kind of rail. I also wish it to be distinctly understood that the head, web, or flange of the rail may serve as the seat for the rail and that such seat may be made convex or concave in the manner heretofore described to suit the particular conditions of the use of the tie.

A distinct advantage of my tie is that when the seat has become worn or damaged it may `the flange of the rail, said web being curved or other than a plane surface.

2. A railroad-tie having a head, web and flange, the web being bowed or arched and serving as the bearing-surface for the rail.

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3. A railroad-tie formed by rerollinga worn girder-rail to an unsymrnetrioal section having a head, Web and ange, the web serving as a seat for the rail and the head and flange she'ared ont to receive the flange of the rail, said Web beingr bowed or arched.

4. The combination of two railroad-ties having heads, Webs and flange-s, both ties being unsymmetricai I-seetions, and means to se- 1c cure said ties together consisting of a section similar to the ties and adapted to be-bolted or riveted to the ties.

In testimony whereof I have signed my name to this specification in the presence of two subscribing Witnesses.

JAMES EDWIN YORK.

Witnesses:

CHARLES S. JONES, GEO. E. CRUsE. 

